IMPROVING THE RATIONAL USE OF FUEL AND ENERGY RESOURCES

ABSTRACT

This article analyses the status of the issue of the rational use of fuel and energy resources in the Republic of Uzbekistan. The problem of rational use of fuel and energy resources is multifaceted and includes aspects of production and technical operation of MTP, issues of MTP transportation, storage and refueling. At each stage of the life cycle of machinery, there are reserves for saving or reducing losses of fuel and energy resources.

АННОТАЦИЯ

В данной статье приводится анализ состояния вопроса по проблеме рационального использования топливно-энергетических ресурсов Республики Узбекистан. Проблема рационального использования топливно-энергетических ресурсов является многогранной и включает в себя аспекты производственной и технической эксплуатации машинно-тракторного парка, вопросы транспортирования топливо смазочные материалы (ТСМ), их хранения и заправки. На каждом этапе жизненного цикла машин имеются резервы экономии или сокращения потерь ТСМ.

Keywords: lubricants, fuel, production, products, energy resources, energy efficiency, energy saving.

Ключевые слова: смазочные материалы, топливо, производство, продукция, энергоресурсы, энергоэффективность, энергосбережение.

At this time, when Uzbekistan is an integral part of the international community and the global financial and economic market, in order to modernize the national economy, technically and technologically re-equip its industries and manufacture products that meet world standards, one of the urgent tasks is to train personnel - specialists based on new requirements and methods and train them in modern knowledge.

Since independence, the Republic of Uzbekistan has significantly changed its priorities in the direction and pace of development of the national economy.

Particularly notable positive changes have taken place in the extraction and processing of mineral resources. Uzbekistan is the fourth-largest gold producer in the world, and oil and gas production has almost doubled. Significant changes have also taken place in industry. Uzbekistan has become an automobile manufacturer, which means that the country's engineering industry has acquired state-of-the-art production technologies. At the same time, Uzbekistan has retained its leading position in the world in cotton production, but it is no longer a monoculture but one of the most important sources of foreign exchange earnings.

The agro-industrial complex has become a multi-sectoral sphere of supplying the population with food and the processing industry with raw materials. Suffice it to say that for more than a decade the republic has been living under conditions of grain self-sufficiency.

With the use of new technologies (seeding of cotton under film, sowing of grain crops in between the rows of cotton, etc.), the intensity of land use has increased significantly. At the same time, the unit volume of agricultural production and the unit volume of mechanised works per unit area of arable land have increased. Accordingly, the costs of fuel and lubricants (F&L) have increased, the world prices of which have also risen sharply and are predicted to rise in the future. The economic development of the country has taken place at the expense of the excessive growth of energy consumption, especially that generated by thermal power plants, and the increasingly "proliferating" high rate of internal combustion engines using fossil fuels, which has led to an increased negative impact of their emissions on the environment. The amount of fossil fuels burned each year is equivalent to 12 billion tons of oil, or two tons of oil equivalent for every person on the planet. During the last 40 years the amount of fossil fuels produced in the world has exceeded the amount produced in the previous history of mankind, which has led to a sharp drop in reserves. In recent years, a sharp rise in the price of hydrocarbons in many countries has made people think of alternative energy sources, and as a result, the total capacity of photovoltaic power plants installed in European countries, especially in the Middle East, has doubled. The total area of solar collectors has reached 15 m² in the USA, and 12 m in Japan² . In Israel, about 1 million solar power plants are in operation, providing 75% of the total hot water supply for the country. The use of wind energy is also developing rapidly, with an annual growth rate of 40-45% in Europe. Experience with renewable energy installations shows that they generally pay for themselves, despite the high costs of their acquisition and use in the initial period of operation. Today, a number of countries have adopted renewable energy programmes. In Germany, for example, the share of renewables in the country's total energy mix is set to reach 50% by 2050.

During the operation of the machine and tractor fleet (MTP), the loss of TSM allowed by regulations exceeds 5%, which means that we are speeding up the depletion of natural resources and not caring about the next generation.

The problem of energy supply, complicated by the mismatch between the structure of natural reserves and the current trend in their use, has grown from a regional problem to a global one, with many aspects covering virtually all areas of human activity, and therefore has no clear-cut solution.

The share of petrol consumed by cars of individual owners is a significant part of its total quantity produced in the country. The tendency of growth of the personal car fleet indicates that this share will increase 2...3 times already in the very near future and will lead to additional tension in provision of the national economy with fuel and energy resources.

Mechanical engineering is the leading branch of the entire industry, its "core". The products of mechanical engineering enterprises play a decisive role in the implementation of scientific and technological progress in all areas of the national economy [1]. The structures of the vehicle fleet of the Republic of Uzbekistan and industrially developed countries differ significantly. The proportion of trucks and buses in the structure of our car fleet is several times greater compared to that in the United States. On the other hand, the number of passenger cars in the US fleet is 5.2 times higher than in our country. Therefore, improving fuel efficiency is primarily important for trucks, whose share in the energy balance of the industry and the share of fuel consumed by them is significant [2].

Road transport is one of the most energy-intensive sectors of the national economy. It accounts for 7.2% of the country's energy resources [4], or 24.6% of liquid fuel of oil origin, and in the near future the relative consumption of oil products in road transport will increase even more.

The most complete picture of fuel efficiency in road transport is given by specific fuel consumption per unit of transport work or per passenger. The average specific fuel consumption per unit of transport work for all types of freight transport by petrol-engine vehicles in public transport today is 85 g/tonne km, and 44 g/tonne km for diesel-engine vehicles [3]. The specific fuel consumption of buses and coaches with petrol engines reached 14.7 g/passenger-km, and with diesel engines - 10.8 g/passenger-km in passenger traffic and 135 g/passenger-km in taxi traffic.

Figure 1. Graph of vehicle fuel efficiency versus unit cost (ΔQ_m.э  → ΔMz): 1 - technological dependence; 2 - operational dependence; 3 - structural dependence

Reduction of fuel consumption is a multifaceted task associated with further improvement of design and production technology in our Republic. The figure below shows the dependence of vehicle fuel efficiency on unit costs (Fig.1).

Oil is a valuable, but non-renewable, fossil raw material for many industries, most importantly the fuel and energy industry. Oil and its derivatives are a commodity, i.e., traded internationally. This commodity has the unique property of influencing the economy of the world community. Any fluctuations in the price of "black gold" turn out to be inflation of the money supply, although real gold is the guarantor of economic stability [5].

Analysis of the dynamics of oil production over the last 50 years (Figure 2) shows that the growth rate is characterised by three plots. The first section covers the period 1940-80, accompanied by a steady increase in production. Oil production was especially intensive in the 60s when the annual growth rate reached 8.0...8.4 %. By 1980, the rate of production growth had fallen to 3.2% and then (in section 2) there was a sharp decline in oil production, which reached 2.59 billion tonnes by the end of 1983.[4]

The third section, covering the last decade, is characterised by an exponential increase in oil production with an annual increase of 2.7%. (Figure 2)

Figure 2. World oil production and price

In some Central Asian countries the cost of diesel is significantly higher than that of gasoline. In Kazakhstan it is higher, and in Tajikistan and Kyrgyzstan the cost of diesel and petrol is almost the same.

In the long term, the share of electricity consumption in industry, especially in industries such as non-ferrous and ferrous metallurgy, production of construction materials, chemical industry, machine building, needs to be significantly reduced. All of the above industries are in many cases energy intensive in terms of technology, but in Uzbekistan these industries are several times more energy intensive than in developed countries due to extensive use of inefficient equipment and production technologies.

The analysis of the status of the issue of the rational use of fuel and energy resources allows some generalisations and conclusions to be drawn.

• The mobile energy challenge, while more options are available, is more complex because it entails a radical change in the almost billion-strong energy fleet. Consequently, the global economy will seek in every way to delay the inevitable energy conversion process, which means that the problem of rational use of fuel and energy resources is exacerbated.
• The increasing proportion of foreign equipment is leading to an increase in the range of FCMs required and an increase in the different brands of ICC vehicles, which in turn makes a significant adjustment to the planning of the volume and number of oil storage tanks.

References:

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3. Искандаров У.Т. Об одном методе определения потребности в топ­ливе. Вестник ТГТУ. 2005. №4
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5. Мамасалиева М.И.  Состояние и перспективы рационального использования и снижения потерь топлива и смазочных материалов республики Узбекистан. Москва. Сборка в машиностроении и приборостроении. Том 21 3(236) 2020 г стр 141-145